Aviation device



' 1927. E. s. STILL AVIATION DEVICE Filed March 8, 1924 attic-(mega I [LA/El? 6- 5 74- Patented Julie 28, 1927.

onirizo STATES ELMER GRANT STILL, F LIVER-MORE, CALIFORNIA.

AVIATION DEVICE.

Application filed March 8, 1924. Serial No. 697,953.

lily invention relates to improvements in aviation devices in which, rotating radial vanes are used for the purpose or creating a par iavacuum on a surface by virtue of contiiiugal TlOlCQ, and the objects of my invention are: to provide a simple, efiicient and comparatively smai and light-Weight device for lifting and propelling aircraft; to attain bird eliiciency in flight (it having 1%! been 'hninid by experiment that many birds lift at the rate of between 100 and 200 pounds per horsepower used, while air planes .lliiit only about and helicopters about at) pounds per horse-power); to pro- 5 duce a still fiver, or device that will stand still while ll; mg, or hover in the air, and arise and alight perpendicularly; to pro vide a propelling and lifting device that (contrariwise to the screw propeller) will be more eliicient at high than at loW speeds in revolution and. will have as much lifting power per horse-power when hovering as when moving forward (relative to the air) to provide an el'l'icient propelling and lifting device having no regularly working parts to wear out and get out oi order; to make air craft )i'a :tii -ally selil"--ba'lancing, to reduce ti dangers oi living to a minimum, and

. i'ibjects hereinafter mentioned.

l attain these objects by the mechanism illustrated in the accompanying drawings, in

lieu, of one form oi the device; Fig. 2, a plan view of thetop-ol the principal revolvinp part of the device on the line Ll-"2, and minus the hollow trustum; Fig. 23, a cross section oi the lower half of the principal revolving parts of the device on a level with the upper circular rims ii (the line :--?l); his a view, in central vertical se tion, oi another Form of the device.

letters refer to similar parts tluvnighout the several views. I

in the preferred form oi the device, the im 'n'ovenient over previous aviation devices unpting to use this principle of centrifuiorce to create a partial vacuum on a surlace by means of rotating radial vanes, cons sts in the ilowiiward{ g-rushing air being prevented 'lhOlll striking tops of vanes in entering the spaces between the vanes at the top, which would thus produce considerable downward pressure; also, in means (a central cylinder or equivalent obstruction) being provided to preventthe air in entering the body of the device or spaces between the vanes from entering closely around the central axis, where the centrifugal i orce very small comparatively; also, in means being provided for regulating the degree of the lift-giving or thrust-giving partial vacuum during the operation of the device Without changing the speed of revolution; also, in the centripetal back-flow 01%? air toward the partial vacuum being prevented, several such means being provided,

thus conserving and increasing the partial vacuum; also; in i'neans being provided for regulating during the operation of the de vice the size oi?- the openings through which the air enters the device at or near its top;

also, in its being made possible to regulate the distance between the top and the bottom oi the principal revolving parts o'i' the device; also, in the device being more strongly built and braced by reason of its strui'ctural arrangenient, and other improvements here-- inaiter explained However, not all these improvements (even only w of them) designed "for the pre'l'e' l form of tne device need necessarily be en'ibodied. in the device, which would then simply be not quite so efficient.

In order to accomplish the objects otmy invention, i make use of centrifugal force,

1 is view, in central vertical see by means of thin radial vanes a, prei'erab (though not necessarily) taller than wide, which (in the preferred form oi the device and when used for lifting instead oi forward propulsion) are mormted vertically on a horizontaldisc b, the union being air-tight and these vanes extending from the pe riphery of the discvto about halt-way to its center, where they'are attached airtightly to a vertical cylinder 0, mounted centrally and air-tightly on said disc, and these vanes sloping ch (in an ai'igle or curve) at their tops, the slope being downward and away from center, and the tops ol 'these vanes being covered entirely ('n'partly with a sloping roof, or hollow fruetuin a, preferably attached to the tops oi these vanes a,

The rapid revolution of the disc 7), with its mountings, on its centre vertical axis at (to which it is attached) by the engine 6, causes the air to enter the openings at and near the top 01 the vanes a and be thrown l l) O out radially by centrifugal force; the air,

- being thus thrown out radially the distance of the width of the vanes (say, one foot) before it, or much of it, can find its way downward for the distance of, sa-y,four feet, representing the height of the vertical vanes.

The result is the production of agpartial vacuum just'abov-e the top side of the horishown in, Figs. l and eta-11a when the device is arranged vertically, i. e.,'for lifting),

' there is no'head resistance (or down-ward pressure) at the top of the vertical vanes resulting "from the air rushing rapidlydownward there and striking these tops durs ing the rapid'revolution of the device, owing to "the fact that the air enters the spaces between the vanes'entirely from toward center (horizontally or approximately so) and thus strikes the inner vertical or nearly vertical edges of the vanes aor a near their tops, instead of enterlngcat the horizontal open tops ofthe vanes (vertically, or axially), as

' in previous devices of this kind.

Furthermore, the air, upon enteringhorizontally or somewhat downwardly from to- .ward center would quickly be thrown by centrifugal'force againstthe under side of the hollow frustum, or roof, (6, thus maintaining an air pressure there at least equal to, if not-greater than,the atmospheric pressure on the upper side ofthis roof, andin the. latter case producing additional liftby reason of the pressure being greater on the under side. 7 p

It isby reason of the vanes extending higher than the cylinder and sloping at their tops and being preferably covered vpartly or entirely with the sloping roof, in conjunc- 1 tion with said central cylinder, that the air is caused to enter the. device proper centrrfugally (from toward center) instead of axially (vertically) and yet is prevented from entering closely around center.

As the centrifugal force imparted to the entering air tends to throw it out at right angles to thecentral axis, while the suction (or, rather, downward atmospheric force) toward the partial vacuum tends to throw the air axially downward, the result of the operation of these two forces is that the air is thrown downward and outward at an angle of about 45 degrees, or practically parallel with the slope of the tops of the vanes.

and if Hence the additionof the sloping roof is not entirely necessary, except perhaps where the air first enters, at the topmost part of the vanes. The slope of the roof should, of course, be. atleast steep enough to maintain the prevailing atmospheric pressure on the :under side.

that it does awaywith the friction of the sloping top edges ofthe vanes with the outside air during the rapidrevolution of the device, along all that portion that the roof covers. I f y A cylinder a (Figs. 1 and 2) fits within the upperpart of thecentral cylinderfc-an-d hasa --framework w attached to it and extending downward and fitting around the central shaft (Z as a sleeve, and'a lever a pivoted at a is connected with said framework by means of the double rods k and their attached collar 7%, for operatingsaid cylinder a up and down as desired duringthe operation of, the device and thu'sregulating(in conjunction with the roof' a the size of the openings through whiehthe air Another advantage of this slopingroof is i rushes in near the, top of the device and hence making it possible to regulate the amount of air coming into the -Cl.6V1C6 during its operatieinas found best for different elevations, barometric pressures, speeds of revolution and other varylng conditions of operation, and in order to-admit sufficient air at all times to maintain atleast atmospheriepressure on the under side of the roo (i -equal to that on thetop side; s 1

These vertical vanes wouldbe made nu merous enough to give theair between them suflicient rotary and centrifugal motion and toaddsuiiicient strength *and rigidity to the device, in conjunction with the roof a It is a well known fact that experiments made by M. Eiffel have proven that fully two-thirds of the lift of an airplane is due to the air-rarefaction, or negative air-pressure, or partial vacuum, formed on the upper side of the planes; and this invention (as usedfor lifting) aims to devote the engine power to producing such a lift-giving partial vacuum by means'of a small, strong, lightweight device instead of using alarge, frag-- lie, heavy alrplane or helicopter for the purpose 7 Experiments have also shown that when thin surfaces, rather closely spaced, are moved very rapidly across the path of avery rapid air current (the'latterparallel with these surfaces), the head resistance oftheir edges is considerable; and in fact when the space between the surfaces .is reduced still moreeven though each space is many times as great as the thickness of the surfacesthe head resistance encountered by the edgesis nearly equal to that'of a solid surface of the same area as that traversed bythe surface edges; this being evidently due to the fact that practically every particle of the rapidly-flowing air is struck by the edges of the rapidly-moving surfaces.

By the mathematical rule for calculating centrifugal force, it is found that this force increases directly in proportion to the increase in the weight of the whirling body 01' particles and also increases directly in pro portion to the increase in the distance from center (radius). l-lence at 10 inches from center the centrifugal force is 10 times as great as at one inch from center. And it is also found by this rule that centrifugal force increases with the square of the speed of revolution when the other two variable factors (weight and radius) "emain the rame. l-lence at 1000 revolutions per minute centrifugal force is 100 times as great as at 10 revolutions per second, instead of being only 10 times as great; and therefore a centrifugal tlyer should be much more ellicient at high than at low speeds of revolution, the power required increasing only directly with the increase in the speed of revolution, practically. Use is thus made of the principle that makes whirling winds, such as the tornado, so powerful, or eilicient. This rule for calculating centrifugal force is as follows: Multiply the weight of the re volving body by the square of the velocity in feet per second (the velocity being found by multiplying the radius in feet by 2 and by 3.1%16 and by the number of revolutions per second), and divide this product by the product found by multiplying the radius by 32.16 (gravity acceleration in feet per second).

ll, instead of inserting the central cylinder 0, the vanes were extended to the central shaft, their movement close to center would be so slow (comparatively) that very little centrifugal force would be given to the air there to carry it outward, and hence considerable air would easily find its way quickly downward along the central axis and tend to destroy the partial vacuum at the top side of the horizontal disc 5; While'the extra air thus received into the device would have to be thrown out from around the axis indirectly by centrifugal suction, instead of directly by centrifugal force, and hence be thrown out less eiliciently and less com pletely.

I am aware that a device has bee patented (U. S. Patent No. 1,090,822, issued March 17, 1914:) having several sets of vertical radiating vanes, curving ove at their tops and revolving at different speeds around the central axis, and havin a convex (henn ispherical) closure below covering only the central part of the space between these radiating vanes, besides having the whole central part of the device open to the air rushing downward toward the partial vacuum. In contrast to these features, my device is a further improvement over such devic s in that it needs only one set oi revolving vanes, thus obviating much complicated mechanism and consequent waste of power, and preferably these vanes are llat or at least practically straight axially, so as to cause no downward pressure as the air rushes down- 'wardly through the device, and likewise not even one set of revolving vanes need have their top edges exposed to such downward ssure; and it has means completely and tightly closing the openings between the vanes at the bottom for a considerable dis tance from center, said closing means being, preferably, a flat disc or a disc with upturned edges (saucer-shaped, or concave, instead of convex), besides other means for preventing the centripetal backflow of air toward the partial vacuum.

When used on aircraft for the purpose of forward propulsion, this device would, of course, have a horizontal position, instead of being in a vertical position as shown in the orawings.

To aid in maintaining the partial vacuum referred to, battle plates are attached airtightly to the outer edges of the lower llllli (approximately) of each vertical vane or else between the edges of the vanes, these battle plates ex tending vertically, preferably from an extension g of the disc 5, and at a consid. .FFl 'e angle to said vanes a and being preferably strengthened by circular rims, such as t' r. These battle plates beat back the air which tends to rush inwardly (centripetally) there to till the partial vacuum forming just above the top side of the disc Z).

Another means provided to aid in lreepi the air from thus rushing inwardly consis of vertical strips a and a placed between the outer edges of the vanes a in a position at about right angles to these vanes and so to close pz'rrt of the space between the edges of these vanes at their lower part. The strips a are attached airtightly to the edges of the vanes, extending from these edges at about right angles in the direction opposite to the direction of revolution of the device; while the strips (1 have openings at each edge be tween them and the er es of the v. res. Each kind of these ips may be provided with bathe plates 7 at their edges. in the drawing, Fig. 3, the strips c and a. are shown placed alter-rudely around the peripln cry of the vanes (1. These vertical strips (1 and a would preferably be positioned so to be SOJHGWllttt further from the center of the shaftii at the edge opposite to the direction in which the device revolves than at the other edge of the strip, so as to make it easier for the air to escape outwi-u'dly by centrifugal force.

Another set. of battle plates g 5] attached to two other circular bracing rims l "i and llt witlrits disc, set of" battle plates, etc, at-

also to'the rim of another horizontal disc or circular frame j," located under the main disc Z). This second disc j is attached to a hollow driving shaft 76, surrounding the main driving shaft cl. A cog wheel. a, on a shaft 0, runs between an external gear an (attached to themain driving'shaft rZ)and aninternal gear p (attached to the hollow driving shaft /z'), 1neshingwith both 'of these other gears, so that'eachof the two shafts,

tached 'to it, is'thus driven in the opposite direction from the other. Thissecond set of baffle plates 9 is thus a further aid in beating'backthe air at the lower half of the pe riphery, or it may be used without the first setbeing installed, and it *niay'be driven in the same direction as the disc 6, only driven more rapidly, by so arranging the driving gears. p

By eliminating. the nternal gear wheel p, this second set of bafiie plates 9 may bemade stationary, instead of'revolving, acting then simply to beat back the air which tends to circle around the device in the direction of its revolution and enter the-lower part of' the device.

The engine 6 would preferably be a steam engine, so that'engine failure'woulcl be practically impossible; and, owing'to the greater lift per horsepower secured and the lighter weight of the device, it would be feasible to useheavier (and therefore stronger and more reliable) engines than those now used in aviation.

A hollow frustun'i of a cone Z, havii'ig' an angle of about 45 degrees, is arranged around the upper part of the revolving device, preferably with vertical sides 1 below it, so as to throw the air currents downward as they strike it after being thrown outward by centrifugal force. This frustum would thus aid in securing "further lift-or, in the case of a device of this kind arranged horizontally, securing more thrust, or push-and,

air-tightly on said disc, or with both such strips combined into one as shown, or with several of them spaced a distance apart. These would be a still further aid in maintaining the partial vacuum while the device is in action, by keeping the air from coming in at the bottom edge (centripetally) and by the sloping part a tending to throw upward and outward what little air does find its way to the bottom of the vanes.

Small holes '0 (Figs. 1 and 4), preferably vertical slots uniform for each vaned compa'rtment, maybe provided,preferably eXjtending through the walls of the central cylinder onear the bottom thereof,;.together with a smaller cylinder w fitting tightly (air-tightly) inside of the largercylinder 0,

ments near the bottom duri'ng'the operation of the device and thus, doing away with the partial vacuum thereto a greater or less of revolution; the hollow cylinders c and w each being at least partly open at top orbottom or both; A framework (Figs. 1, 2 and 3) extends" upward from said inner cylinder w and around the driving shaft (Z as a sleeve sliding on it, and a lever 11 pivoted at e, is connected with said framework by means'of the double red h (which becomes asingle rod just above the central axis cl) and its attached collar k for operating said inner cylinder to up and down and thus varying the lifting force of the device as desired. abling the device to rest on the ground with the engine running at full power, also to suddenly rise or drop in the air, to be suddenly checked in'itis downwardmovement, as in landing, and to land as gently as desired, all without changing the engine throttle.

The hollow frustum, or roof, a", maybe attached to short radiating vanes a andto a framework or slidably' mounted on the shaft d near its top, with these short'vanes"v a overlapplng the vanes a, all as shown in Fig. 4, so that by sliding this framework and attached parts up and down on the shaft the distance between the roof a and the disc Z) may be'varied during the revolution of the device and hence'the amount of air intake varied accordingly (as well as by the cyli'n der (F).

the most elficient relative dimensions for the device; 7

This whole aviation device would preferably be built strongly of metal, such as welded sheet steel or duralumin or aluminum. It is shown mounted on a float 8. By reason of the weight being mostly below the plane of lift, as shown, and outside air currents being prevented by the surrounding Wall from interfering with'the equilibrium of the device, as above explained, the device would be practically self-balancing, although means for lateral and longitudinal balancing could easily be addedif desired. Preferably, small reversible-bladed propellers would be used for balancing and also for steering. Then, with a reliable steam engine,

as above mentioned, it would make flying quite safe.

This device could be attached, as a part,

This would be useful in en-' This would be especially useful for experimental purposes, 1n order to determine eX- tent, as desired, without decreasing the speed to an airplane, dirigible, helicopter or other aircraft, either for lifting or for propelling; or it could be used alone, like a captive balloon; or similar or other means for forward propulsion could be added to it; and several of these devices, revolving preferably in opposite directions or in balanced relation (whet-her side by side or one above an-- other), could be used on the same aircraft.

I do not restrict my invention to the precise form or relative dimensions herein given, for it is plain that variations (such a having the vanes not exactly perpendicular to the disc, or the vanes being somewhat curved or not being exactly radial but at an angle thereto) could be made from the specification herein given without departing from the principle 01 the invention.

Including such modifications and equivalents, I therefore claim:

1. In an aviation device, a disc; practically radial vanes mounted on said disc and extending from near the periphery of said disc part of the way to the center of said disc; a large-diameter cylinder mounted centrally on said disc and to which said vanes are attached, and means for revolving said disc with its mountings, so that the incoming airwill be thrown outward by centrifugal force, thus creating a partial vacuum close to said disc on its vane-carrying side.

2. In an aviation device, an axis; a disc mounted centrally on said axis; a cylinder mounted centrally on said disc and axis; vanes radiating from said cylinder; a covering at the ends of said vanes opposite to said disc; said covering sloping outwardly from its inner edge toward said disc; there being openings to admit air between said inner edge and the end of said cylinder opposite to said disc (said cylinder extending only part of the way from said disc to said inner edge), and .means for revolving the device on said axis, all substantially as described. i

3. In an aviation device, an axis; a disc mounted centrally on said axis; a cylinder mounted centrally on said disc and axis; vanes radiating from said cylinder; bafile plates at the periphery of said disc and.

vanes, said bafl'le plates being positioned at an angle to said vanes, and means for revolving the device on said axis, all substantially as described.

l. In an aviation device, an axis; a disc mounted centrally on said axis; a cylinder mounted centrally on said disc and axis; vanes radiating from said cylinder; baflie plates at the periphery of said disc and vanes, said baflle plates being positioned at an angle to said vanes; means for revolving the device on said axis; a second circular sets of battle plates, but positioned at an oppo site angle and arranged to revolve in the opposite direction from said first set, and

means for revolving this second set of baflie plates closely around the periphery of the first set and for the same purpose, but in the opposite direction, all substantially as described.

In an aviation device, an axis; a disc mounted centrally on said axis; a cylinder mounted centrally on said disc and axis; vanes radiating from said cylinder; means for revolving the device on its axis; a circular set of battle plates positioned at an angle to said vanes and the said set arranged to revolve closely around the periphery of said vanes, and means for revolving said set of battle plates, so as to aid in throwing the air out centrifugally.

6. In an aviation device, an axis; a disc mounted centrally on said axis; a cylinder mounted centrally on said disc and axis; vanes radiating from said cylinder; a narrow circular strip mounted on the outer part of said disc and being practically parallel with said axis, and means for revolving the device on said axis.

7. In an aviation device, an axis; a disc mounted centrally on said axis; a cylinder mounted centrally on said disc and axis;

vanes radiating from said cylinder; a narrow circular strip mounted on the outer part oi": said disc, said strip sloping outward from center at a considerable angle to said disc, and means for revolving the device .on said axis.

8. In an aviation device, an axis; a disc mounted centrally on said axis; a cylinder mounted centrally on said disc and axis; vanes radiating from said cylinder; means for revolving the device on said axis; there being small holes through the bounding walls of the compartments formed by said cylinder and vanes and disc, and means for opening and closing said holes partly or wholly as desired during the operation of the device, so as to admit outside air into said compartments and close said holes air-tightly,

as desired.

9. In an aviation device, an axis; a disc mounted centrally on said axis; a cylinder mounted centrally on said disc and axis; vanes radiating from said cylinder and extending longitudinally of said axis; a sloping covering at the ends of the vanes opposite to said disc, said covering sloping outwardly from its inner edge toward said disc; there bemg openings to admit air between said inner edge and the end of said cylinder,

opposite to said disc (said cylinder extend der, thus varying the distance between the ciid of said second cylinder and said inner 'jedge'and'thus regulating the amount of air admitted through said openings, and means for revolving thedevice on its axis;

"10. In an aviation device, an axis; a disc mounted centrally on said axis; acylinder inounte d centrally on said disc and axis;

vanes radiating from said cylinder and ex tending longitudinally of said axis; a sloping coveringfhaving radiating vanes attached to it on'its side toward said disc and so placed [that its vanes overlap the said first-mentioned vanes atthe ends of the latter oppositeto said disc, said covering sloping outwardly from ts inner edge toward said disc;

'7 there being-openings to admit air between the inner edge of said sloping covering and vthe end offsaid cylinder opposite to said disc (saidjcylinder extending only part of. the

{way {from said disc to said inner edge);

means-for moving said sloping covering back and forth in the 'directionso't's'aid axis during the operation of the-dev1ce,'so as to vary "the distance between said inner ,edge and the end of said' cylinder opposite to said disc,and in'eansjfor revolving the device on its axis;

' varying the distancebetween the endo't' said a second cylinder opposite to said disc and said nner edge, and ineans for revolving the de- '11. In an aviation device, an axis; a disc mounted centrally on said axis; a cylinder mounted centrally on said disc and axis; vanes radiating'fro'in said cylinderand extending longitudinally of said axis; a sloping covering havingradiating vanes attached to it onits sidejtowardsaid disc and so placed that its vanes overlap the said first-mentioned vanes at'the ends'o't thelatter opposite to sai'ddisc, said covering slopingout- @wardly from its inner edge toward said disc; therejbeing openings to admit air between thev inneredge of saidsloping covering and the end of said cylinder opposite'to said fdisc (said cylinderextending onlypart ofthe way from ,saiddisc to said inner edge) means for moving said sloping coveringback and torthin the direetionsiof, said axisv during the operation of the device, so as to vary the distance-between said inner edge and the end of said cylin'deropposite.

to said disc; a, second cylinder mounted'tele- 'scopically with saidjfirst-mentioned cylinder at theend oi the latter oppositetosaid disc; means ftor movingsaid second cylinder back and forth, during the operation of the device, so as toproject more orjless beyond said end ofvsaid first-mentioned cylinder, thus vice onits axis. 7. 12.1In an aviation device, an axis; ,a disc inoiinted' centrally on said axis; a cylinder mounted centrally on said disc and axis; vanes ra'Cllatlng from saidcylinder and extendinglongitudinally of said axis; strips bGlIWCGDillGOllllGI' edges ofsaid vanes, said strips being practically parallel withsaid axis and said strips closingpart of the space between the edges of said vanes, and means for revolving the device on said axis, all substantially as described. 7 o

1-3. In an aviation device, a disc; a plurality oi vanes rotatably disposedyoii one side or said disc, and-means for creating a useful, thrust-giving partial-vacuum on that side of said 'disc through the centrifugal action of said vanes while rotating.

14. In an aviation device, a disc; acenti'al axis; a plurality of radially disposed rotatable vanes; -a cover attached to said vanes for directing the air to enterthe spaces "between the vanes centri lugally instead of axially, the rotating vanes creating a partial vacuum on thcir; side-o1. said dis and means for regulating the degree-of the par tialvacuuinonsaid disc during the oper- -=ation of tlie-fdevice otherwise thanbyregulating the speed of rotation of'said vanes.

"lo ln'an aviation device, a disc; arevolving cylinder centered: thereon; a plurality of radiallydisposed vanes securedto said cylinder; means for directing the 7 air 'to i enter the spaces :between the vanes centi-i'fugally instead 0t axially; means .for

varying the speed of revolution,and means separate from the last named means 'for regulating the degree of the-partial vacuum on-the vanes side ofsaid disoduring the operation of the device; said. partial vacuum heir-1g created 1 by il-i181 centrifugal :force iin- H parted to the entering air by the rotating vanes.

16. ln an aviation device, .a disc; a:re-

volvin-g cylinder centered "thereon; a plurality'ot'radially disposed vanes secured :to

tral axis; a plurality of radially disposed rotatable-vanes; the rotating vanes creating .a partial vacuum-on their side of said disc,

and-means for regulating thedegree of the partial vacuum on said disc d-uri-ng the operation offithe device otherwise than by varying the'spee'd of-rotati'on o'fsaid vanes.

1801-11 an aviation device, a dis a central axis, a plurality*ot-radially' disposed rotatable vanes, the rotating vanescreating a partial vacuum on their side i of said disc by centritfugal action, and'ineans for preventingthe air Ff-rein entering the device proper (thatis, "the spaces 'betw-een the vanes) closely around said central, axis duringthe operation of the device.

19. In an aviation device, a disc. central axis, a plurality of radially disposed rotatable wines, the rotating vanes creating a partial vacuum on their side ct said di c by centrifugal action, and EHEH'LS for directing; the air to enter the spaces between the vanes centritlw' ly instead oil axially dun inn; the operation oil' the device.

:30. in an aviation device. a disc a central axis, a plurality ol radiz lly dispose-cl rotatalile vanes, the rotating vanes creating); a partial vacuui'n on their side i said disc by centi ig'al action. and means for regulating. during the operation of the device. the size (it the openings through which the air enters the device at its end opposite to said disc.

21. In an aviation device, a axis, a plurality of radially t osed rotali able vanes, the rotatin vanes creating a partial vacuum on their side ot said disc hy centrifugal, action, and means tor regulatiun', (luring the operation of the device, the amount 0t air flowing into the device near its end opposite to said disc otherwise than by varying the speed of rota ion of said vanes.

22. In an aviation device, a disc, a central axis, a plurality ol. radially disposed rotatable vanes, the rotating vanes creating a partial vacuum on their side of said disc by centrifugal action, and means for preventing the back flow of air toward the partial vacuum during the operation of the device.

23. In an aviation device, a disc, at central isc. a central axis a plurality of radially disposed rotatahle vanes, the rotating vanes creating; a partial vacuum on their side o l said disc. by centrifugal act ion, and iii-cans lending to prevent the air from entering said partal vacuiun centripetally during the o 'ieration oi. the device.

24-. In an aviation device, a disc, a central axis, a cylinder mounted centrally on said. disc and axis a, plurality 0t radially disposed vanes secured to said cylinder and disc and extending further from said disc axially than does said CylllNltl'. and means tor revolving the device on said axis, thus creatinga pantial vacuum on the vane-carrying side of said disc.

25. In an aviation device, a disc, a central axis, a large dianieter cylinder mounted centrally on said disc and axis, a plurality of radially dis imsed vanes secured to said cylinder and disc, and means tor revolving the device on its axis, thus creating a partial vacuinn on the hue-carrying side of said disc.

26. In air-aviation device, a disc, 11 cent 'al axis, a cylinder mounted centrally on said disc and axis, a, plurality of radially disposed vanes secured to said cylinder and disc extending further from said disc axially than does said cylinder and sloping at their ends opposite to said disc, and means for revolving the device on its axis, thus creating a. partial vacuum on the vane-carrying side of said disc.

ELMER GRANT STILL.

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